IS0100 rev L 4/2014

IS0100 rev L 4/2014
Contents
Part I: Warranty Guide
Warranty: Transferable Limited Lifetime (IS0090)
Warranty: Marine OEM, Dealer Direct (IS0073)
Marine Instrumentation Facts (IS0060)
Part II: Technical Guide
Technical Specifications
Tachometers
Operation
Application
Calibration
Troubleshooting
Synchronizers
Operation
Calibration
Troubleshooting
Speedometers - Mechanical
Operation
Troubleshooting
Speedometers - Electronic
Operation
Calibration
Troubleshooting
Miscellaneous Gauges - (Fuel, Oil Pressure, Water Temp., Rudder Angle, Trim)
Operation
Troubleshooting
Voltmeters
Operation
Troubleshooting
Ammeters
Operation
Troubleshooting
Appendices:
Appendix I
Appendix II
Appendix III
Appendix IV
Appendix V
Appendix VI
Appendix VII
Instrument Dimensional Drawings (Basic Styles)
Faria Instrument Tester Instructions (IS0087)
ABYC - Engine and Accessory Wiring Color Code Guide
Choosing the Proper Sender
Outboard Tachometer Application Table (IS0086)
Sending Unit Resistance Values Table (IS0085)
Troubleshooting Quick Reference Guide
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January 1, 2014
Dear Valued Customer,
As one of the marine industry’s leading suppliers of after-market and original equipment gauges, we at Faria®
Corporation realize that building some of the worlds fi
finest products is in itself not enough. Our service
must match our quality. In keeping with this commitment, we are happy to bring you our Warranty, Technical
Service and Troubleshooting Manual.
We are certain that instrument users of all levels, from builder to boaters, will find this a useful tool in
solving instrumentation related problems, making the sport more enjoyable for all. For more information
about the installation of and instructions on how to use our gauges we invite you to check out our website at
www.faria-instruments.com/downloads.php. Here you will find copies, ready to download, of our most current
instructions sheets and owner’s manuals for your use.
Happy Boating!
Jason Clark
Manager, Customer Services
P.O. Box 983,
Uncasville, CT USA 06382-0983
Tel: 860-848-9271
Fax: 860-848-2704
Customer Service: 800-473-2742
e-mail: faria@faria-instruments.com
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Part 1
Warranty Guide
Page 1
Faria Limited Warranty
*Repair Fees
for gauges beyond the initial warranty period
During the initial warranty period of 36 months from date of original retail purchase
(12 months on fog resistant lens, Fuel Manager, Depth Sounder,
Commander-Speedo, Commander-Tach, Pilot I, Pilot II, MG1000, MG2000 and
MG3000 and 24 months on Senders, Transducers, Triducers and Smartducers), any
instrument(s) that fails due to defects in materials or workmanship will be repaired or
replaced at Faria Marine Instruments’ option at no charge.
Once beyond the initial warranty period the repair fees listed apply. Upon completion
of repair or replacement the applicable initial warranty period of 36/12 months is then
renewed.
To submit a Warranty Claim or Repair, go to our repair website;
warranty.faria-instruments.com, and complete the form. You will be given an
authorization number to return the instrument, postage prepaid and packaged to
prevent damage while in transit, include your name, address, daytime telephone
number, sales receipt, and a brief description of the problem. For all non warranty
repairs a shipping and handling fee of $18.50 will be applied to the repair for
standard shipments.
Your part(s) will be promptly returned to you once analyzed, repaired or replaced.
Instrument styles which are no longer manufactured, may be replaced with a similar
instrument of equal or greater value.
If you have questions call Faria Customer Service at 1-800-473-2742 weekdays
8:30 a.m. until 5:00 p.m. Eastern Time. One of our Marine Applications Specialists
will review the problem with you in detail.
2 inch instruments (not specified)
$55.00
2 inch Clock or Hourmeter
$75.00
2 inch Warning System Indicator
$75.00
2 inch Honda Trim
$75.00
Digital Depth Sounder
$100.00
Fuel Flow Manager
$100.00
Standard Speedometer or
Water Pressure gauge
Electronic Speedometer w/sensor
$55.00
$100.00
Standard Tachometer, Synchronizer
or Electronic Speedometer
$100.00
Standard Tachometer with Hourmeter
or System Indicator
$125.00
Multifunction Instruments
$125.00
MG electronic instruments
Speedometer or Tachometer
$225.00
Senders and Transducers
$65.00
Triducers and Smartducers
$225.00
Removal / reinstallation expenses, any damage to an instrument resulting from natural disasters, misuse,
neglect, accident, misapplication, improper installation, unauthorized repair or alteration, and instruments
purchased prior to March 1, 1985 are not covered by this warranty. Instruments returned to Faria® Marine
Instruments that are not covered under this warranty will be repaired or replaced at our nominal service
rates or returned to you as is, at your option. Faria® Marine Instruments expressly disclaims any liability
for incidental of consequential damage caused by product defects. Some states do not allow the exclusion
or limitation of consequential damages, so the above may not apply to you. The Warranty herein is in lieu
Marine Instruments, the Thomas G. Faria Corporation, or the seller. All implied warranties are limited to the
initial 36 month period. Some states do not allow limitation on how long an implied warranty lasts, so the
other rights which vary from state to state.
*These fees are in effect as of 5/01/2013 and are subject to change without notice.
Made in
the USA
www.faria-instruments.com
IS0090 rev L 4/2014 ecr 9128
Dealer Direct Warranty
During the first 24 months from the date of original retail purchase (12 months on PWC, fog resistant
lens, Fuel Managers, Depth Sounders, Commander-Speedo, Commander-Tach, Pilot I, Pilot II and
MG2000), Faria® Marine Instruments will provide an advance replacement at no charge, shipped
within 24 hours freight prepaid and will pay $13.50 labor/freight reimbursement to qualified dealers
for replacement of any Faria® Marine instruments purchased after May 31, 1994, returned to Faria®,
and found to be defective due to materials or workmanship.
To submit a Dealer-Direct Warranty claim, call Faria® Customer Service at 1-800-473-2742. One of our
marine application specialists will review the problem with you in detail. If no solution is found, a
replacement will be shipped at no charge directly to you the next business day via priority mail, freight
prepaid. Any requests for premium freight via UPS Red or Blue, FedEx Overnight etc. will carry a
$10.00 handling fee in addition to the premium freight charges. Same day shipping is not available.
Upon receipt, simply return the original instrument in the same box along with the completed
warranty tag, postage prepaid to:
Faria® Marine Instruments
WARRANTY SERVICE, P.O. Box 983,
385 Norwich-New London Turnpike
Uncasville, CT 06382-0983.
You will be paid $13.50 labor/freight reimbursement for each Faria® Marine Instrument returned and
found to be defective. No instruments will be returned to Dealers.
Made in
the USA
www.faria-instruments.com
IS0073 rev D 10/2006
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Instrument Facts
Your Boat has been outfitted with instruments manufactured by
Faria® Marine Instruments. Each instrument has been
manufactured in an ISO:9001 2008 registered facility, built to
stringent standards and has passed a comprehensive quality
control procedure prior to shipment. Each instrument is backed
by a limited lifetime warranty.
The Instrument System:
Your Instrument System consists of individual gauges, wiring
harnesses, senders, sensors and transducers. Each of these items
has their own tolerances. If these tolerances “stack up” in
opposite directions it can lead to what may be perceived as a
larger difference in operating readings than actually exists. As
long as the readings are within the engine’s specified operating
band, the engines are operating properly.
Instrument Fogging with Standard Glass Lens:
Most marine instruments have small vents in their cases to allow
a way out for moisture that finds its way in. It is possible for
moist air to be drawn into the vents when the air inside the gauge
cools down after the instrument is turned off. The morning sun
can draw this moisture up against the lens, causing fogging.
Turning on the instrument with the instrument light “on” will
speed up moisture removal. Fogging is not abnormal, nor will it
harm your instrument, which is built to withstand the harsh
marine environment.
Instruments with Fog Resistant Lenses:
These instruments are manufactured with a polycarbonate or glass
lens which utilize an anti-fog coating. This coating eliminates
fogging in the instrument.
Tachometers:
Radio Transmissions:
Most Tachometers have a tolerance of ± 2% of full scale (±120
rpm on a 6000-rpm tach). Tachometers will zero when the key is
turned on; it doesn’t matter what the tach reads with the key off.
Some interference (erratic operation) may be noticed on
tachometers or synchronizers during radio transmissions. This
will neither damage the instrument nor affect its accuracy when
not transmitting.
Speedometers:
Paddlewheel driven tournament speedometers are manufactured
with a fluid filled pointer bobbin. This fluid aids in the control of
bounce and reduces rapid movements of the pointer. Due to the
viscosity of this fluid, it is important that the instrument not be
placed glass side down on a surface for longer than a few
seconds. This face down position may cause leakage of the
speedometer bobbin fluid, which can then render the instrument
unusable and/or irreparable.
Pilot 1/Tach-Hourmeter:
Pointer Jumping (mostly for older instruments):
Occasionally when an engine has been revved up high and then
abruptly shut off, the pointer will fall to the incorrect starting pin
on the instrument. (For example, on a 6000 Rpm Tachometer –
The pointer sits on the numeral six instead of beginning at zero.)
There is a quick on-site fix to this problem. Place a magnet
against the glass directly on the end of the pointer resting on the
increments. You can slowly move the magnet and drag the
pointer back to the zero position.
To ensure accuracy, the Pilot 1 Speedometer and all Faria
Tach-Hourmeter Combination Instruments utilize Engine
Running Only hourmeters. This instrument does not read engine
hours until a certain voltage has been achieved during engine use.
Fuel gauges:
Fuel gauges may at some times seem to “bounce”. In most
circumstances this is actually caused by the fuel sloshing in the
tank and does not necessarily indicate a problem with the gauge
or sender.
Made in
the USA
www.faria-instruments.com
IS0060 rev D 08/2012
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Part 2
Technical Guide
Page 7
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Specifications
of Faria Marine Instruments
The Instrument System:
°
°
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Your Instrument System consists of individual gauges, wiring
harnesses, senders, sensors and transducers. Each of these items
has their own tolerances. If these tolerances “stack up” in opposite
directions it can lead to what may be perceived as a larger difference
in operating readings than actually exists. In twin engine applications it’s not unusual for tachs and gauges to have slightly different
readings between engines. As long as the readings are within the
engine’s specified operating band, the engines are operating
properly.
°
°
<
Tachometers:
Most Tachometers have a tolerance of ± 2% of full scale (±120 rpm
on a 6000-rpm tach). In twin engine applications this could mean
that there is a 240 rpm difference between tach readings when the
engines are in synch. Tachometers will zero when the key is turned
on; it doesn’t matter what the tach reads with the key off.
Synchronizer:
°
°
°
°
°
°
°
°
°
°
°
°
°
The Synchronizer is designed to provide an extremely accurate
indication of when the Rpms of both engines are the same – or when
they are “synchronized”. There are many reasons why it is desirable
to operate dual engines “in synchronization” ranging from improved
efficiency and reduced vibration to greater passenger comfort. Like
a tachometer, the Synchronizer counts “pulses” from the ignition or
tach signal source of each engine, compares them to each other and
displays any difference as a pointer swing toward the engine running
slower. When both engines are running at the same RPM, the
pointer will be in the mid “synchronized” position. If one engine is
running slower than the other is, the pointer will swing towards the
engine. Adjusting the RPMs of either engine can then synchronize
the engines.
°
°
°
Trim gauges:
All trim gauges are calibrated to be the most accurate and useful in
the engine down or “trim” range. The gauge may not read full “up” in
some cases. This is not unusual nor does it indicate a problem with
either the trim sender or the gauge.
<
Fuel gauges:
Fuel gauges may at some times seem to “bounce”. In most
circumstances this is actually caused by the fuel sloshing in the tank
and does not necessarily indicate a problem with the gauge or
sender.
Instrument Fogging:
°
°
°
°
°
°
All of your Instruments are not fog resistant – BUT - they do have
small vents in their cases to allow a way out for moisture that finds its
way in. Occasionally moist air maybe drawn into the vents when the
air inside the gauge cools down after the instrument is turned off.
°
The morning sun can draw this moisture up against the lens, causing
fogging. Turning on the instrument with the instrument light “on” will
speed up moisture removal. Fogging will not harm your instrument,
which is built to withstand the harsh marine environment.
°
Radio Transmissions:
Some interference (erratic operation) may be noticed on tachometers
or synchronizers during radio transmissions. This will neither
damage the instrument nor affect its accuracy when not transmitting.
www.faria-instruments.com
Page 9
fm-001-0012 rev a 5/2008
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Tachometers
Operation
Electronic tachometers work by counting pulses generated by the ignition system, alternator, tachometer signal generator,
or magnetic pickup sender. The tachometer is hooked up to +12 VDC, Ground, and one of the signal sources listed above.
By selecting the right tachometer and setting the switch on the back to the correct position, you let the tachometer know
how many pulses are sent per each engine revolution. From this information, the tachometer displays the correct engine
speed. See Appendix I for tachometer dimensions. Instrument part numbers are located on a label attached to the outside
of the case (i.e. TC000A).
Application
4 cycle engines: The tachometer signal terminal is connected to the negative terminal on the ignition coil or to a
transistorized tachometer driver circuit connected to the ignition system. This circuit will have a wire (usually gray) for
connection to the tachometer. The correct tachometer will have a white label on the side indicating which switch position
is for each engine type. This label will include 4, 6, and 8 cylinder engines for positions 1, 2 and 3.
Outboard engines: The tachometer signal terminal is usually contacted to the unrectified AC output of the alternator/
lighting coil. Sometimes it is hooked directly to the stator output wire (usually yellow) other times a gray tachometer
output lead is provided. The correct tachometer for this application will have a white label on the side with switch
positions 4, 6, 8, 10 or 12 pole alternators. The number of poles on the alternator can be determined by checking the
Faria® Outboard Tachometer Application table. (See Appendix V)
Diesel engines: The tachometer signal terminal is hooked up to 1 of 3 things: a) the alternator, b) a tach signal generator
that is spun by the mechanical take-off, or c) a magnetic pickup sensor which counts gear teeth.
a) The alternator tachometer: which is also called a variable ratio tachometer is hooked up to the AC output terminal
on the alternator. This terminal can be tracked in a variety of different ways: AC. AUX., S, R, TACH or nothing at
all. Once installed, the tachometer is then calibrated to that specific engine by using a shop tachometer or a known
“no load” governor speed. The white label on this tach gives the formula: [Crankshaft pulley diameter divided by
the alternator pulley diameter times the number of Alternator Poles = N]. “N” is used to determine the correct switch
setting. Another adjustment on the back allows for fine tuning.
b) The Switching Diesel Tachometer: is hooked up to a tachometer signal generator which is spun by the engines’
mechanical take-off. One of the signal generator’s wires is grounded to the engine and the other is connected to the
tachometer’s signal terminal. The white label on this tach is marked: 1/2:1, 1:1, 1.5:1, 2:1, which corresponds to the
different mechanical take-off ratios.
c) The Mag Pickup Tachometer: hooks up to a magnetic pickup sensor which counts gear teeth. Here neither of
the wires is grounded to the block. They are both routed up to the tachometer as a twisted pair. One hooks to the
signal terminal and the other to the ground terminal on back of the tachometer. The switch is set to the approximate
number of teeth that the sensor sees on each engine revolution. Another adjustment on the back allows fine tuning
to the exact number of teeth. The label is marked in ranges generally from 30 to 160 gear teeth.
Calibration
Set up a calibrated “shop tachometer” or “strobe tachometer” to monitor the engine’s true RPM. Start the engine and
(after an appropriate warm-up period and with the shift in neutral) increase the engine speed to the boat’s normal cruising
RPM read on the shop tachometer. Set the coarse adjustment switch to the proper position described on the label. Remove
the stop-plug or paper label corner (at the 8 o’clock position on the rear of the case for most) and insert 5/64” Allen
wrench into the “Fine adjustment” trim pot, rotating it CW or CCW as necessary to indicate the true RPM.
Page 11
Troubleshooting
Symptom recognition is the first step in effective instrumentation troubleshooting. Tachometers usually exhibit the
following symptoms: a) dead, b) pegged, c) erratic, d) reading high, e) reading low, and f) sticky. More thorough tests of
all tachometers can be conducted using the Faria® Instrumentation Tester. (See Appendix III).
Symptom:
A. Dead - This is usually caused by: a) No power applied, b) No signal supplied, or c) Tachometer is damaged by
electrical transients caused by disconnecting the battery with the engine running.
1. Check to see if power is applied to tachometer by switching the instrument power supply switch on and off. As
power is applied, the pointer should jump slightly. If it does not, check to see that the wires are installed on the
correct terminals and that 12 volts are actually applied to the terminals themselves.
2. If tachometer indicates that power is applied, check for the presence of a signal on the signal terminal. Measure
the signal between the signal and ground terminals. This should read in excess of 2 volts DC.
3. If power and signal are present, then it is possible that the tachometer has been damaged by electrical transients.
B. Pegged - This condition occurs on tachometers with internal mechanical pointer stops. It is caused by removing power
from the tachometer while it is running in excess of mid-scale RPMs or by the switch on back of the tachometer being in
between positions. When power is reapplied, the tachometer pointer attempts to go clockwise to zero but can not because
the internal stop is in the way.
C. Erratic - This symptom is caused mostly by an intermittent connection between the wire and the ring or spade
connector. Often the wire’s insulation is pushed into the crimp area and crimped. The center conductor casually touches
the connector allowing the tachometer to work most of the time but causing a nightmare for the technician. Electrical
noise also can cause erratic readings. See “Reading High” for further information.
D. Reading High — This is usually caused by the switch on the back of the tachometer being in the wrong position. If
the number of cylinders or alternator poles selected by the switch is too low, the tachometer will read high. If a variable
alternator or mag pick-up tachometer is being used, then further calibration may be necessary, as this calibration is done
by the end user. See ‘Calibration’. Excessive electrical noise may also cause the tachometer to read high. These noise
spikes are counted by the tachometer as engine RPM’s. The wire affected by the noise can be identified by connecting
one wire at a time to the tachometer directly from the battery or the signal source on the engine.
E. Reading Low - If the number of cylinders or altimeter poles selected by the switch is too high, then the tachometer will
read low. If a variable ratio or mag pick-up tachometer is being used, further calibration by the end user maybe necessary.
See ‘Calibration.’
F. Sticky - If the tachometer appears to “stick” during operation, slightly loosen the nuts holding back clamp and check
operation. If the tachometer now operates properly and is not loose in panel, the tachometer now should provide suitable
service. If the tachometer continues to stick during operation - replace the tachometer.
Page 12
Synchronizers
Operation
Electronic synchronizers work by comparing the pulse frequencies generated by the ignition systems, alternators,
tachometer signal generators, or magnetic pickup senders of dual engine installations. The synchronizer is hooked up to
+12 VDC, Ground, and to each tachometer’s signal source. By selecting the right synchronizer (magnetic pickup that use
synchronizers that function only in that application) and setting the switch on the back to the correct position, you let the
synchronizer compare the frequency of pulses sent per each engine’s revolution. From this information, the synchronizer
displays a variance in engine speed by swinging its pointer toward the slower engine. See Appendix I for synchronizer
dimensions. Instrument part numbers are located on a label attached to the outside of the case (i.e. SY0000A).
Calibration
Start the engines and (after an appropriate warm-up period and with shifts in neutral) increase the engine speeds to the
boat’s normal cruising RPM. (Both tachometers must be properly calibrated). Set the coarse adjustment switch to the
proper position described on the label on the side of the case. Remove the stop-plug (at the 8 o’clock position on the
necessary to center the synchronizer.
Trouble shooting
Symptom:
A. Dead - This is usually caused by: a) No power applied, b) No signal supplied, c) Sync damaged by electrical transients
caused by disconnecting the battery with the engine running.
1. Check to see if power is applied to synchronizer by switching the instrument power supply switch on and off.
As power is applied, the pointer should jump slightly. If it does not, check to see that the wires are installed on the
correct terminals and that 12 volts are actually applied to the terminals themselves.
2. If the synchronizer indicates that power is applied, check for the presence of a signal on the signal terminals.
Measure the signal between the signal and ground terminals. This should read in excess of 2 volts DC.
3. If power and signals are present, then it is possible that the synchronizer has been damaged by electrical transients.
See the enclosed technical bulletin for details. Replace the synchronizer.
B. Pegged (reading high/reading low) - This condition occurs when the synchronizer is in the wrong switch position or is
not calibrated. Another adjustment on the rear of the synchronizer allows for fine tuning. See ‘Calibration’.
C. Erratic - This symptom is caused mostly by an intermittent connection between the wire and the ring or spade connector.
Often the wires insulation is pushed into the crimp area and crimped. The center conductor casually touches the connector
allowing the sync to work most of the time but causing a nightmare for the technician. Electrical noise can also cause
erratic readings. These noise spikes are counted by the sync as engine RPM’s. The wire affected by the noise can be
identified by connecting one wire at a time to the synchronizer directly from the battery or signal source on the engine.
D. Sticky — If the synchronizer appears to “stick” during operation, slightly loosen nuts holding backclamp and check
operation. If sync now operates properly and is not loose in panel, the synchronizer now should provide suitable service.
If the synchronizer continues to stick during operation -- replace synchronizer.
Page 13
Mechanical Speedometer
Operation
Pitot tube type speedometers operate by pressure from the water being forced into the pitot tube. This pressure is then
a speed reading by the movement mechanism. See Appendix I for speedometer dimensions. Instrument part numbers are
located on a label attached to the outside of the outside of the case (i.e. SE0000A).
Troubleshooting
Symptom:
Speedometer does not register or sticks during operation - Slightly loosen the nut(s) holding back clamp and check
operation. If the speedometer now operates properly and is not loose in panel, it should now provide suitable service.
If the speedometer continues to stick, follow the tubing from the speedometer head to the pitot tube water pickup,
checking for any sharp bends or kinks that may be impeding the air flow to or from the speedometer unit. Also check for
blockage at the pitot tube inlet hole.
NOTE: Compressed air at NOT MORE THAN 20 PSI may he used to check speedometer movement for free
operation. This is equivalent to approximately 40 MPH. Due to variation in air gauges, etc., This is not a valid test
for accuracy.
If tubing is free of obstructions, water pickup is not restricted, and unit continues to stick in operation, replace the
speedometer.
If unit is not registering at all, check for breaks in the tubing and loosened connections at the pitot tube and the back of
the speedometer. If loose connections are apparent, remove tubing from the pitot tube or speedometer head respectively,
cut back the tubing approximately 1/2 inch with a sharp knife and reattach. No adhesive is recommended due to the fact
that it may be introduced into the speedometer movement and cause a malfunction. If speedometer still does not register,
replace the speedometer.
Page 14
Electronic Speedometer
Operation
Electronic speedometers operate by capturing pulses produced by a paddle wheel rotating in the water stream under the
hull. The pulses are then electronically converted to a speed-reading very much like a tachometer converts ignition pulses
to RPM. Instruments part numbers and labeling are similar to a mechanical speedometer.
Calibration
For best results calibration should be performed in calm water with no current or tidal flow present. You will
need to time your boat’s run over a known distance (such as a measured mile) to calculate MPH, or compare your speed
to a GPS, Loran, or Radar gun. Speed runs should be done on plane, at cruise speed, at a constant RPM, and repeated
several times to obtain an accurate average speed to which the speedometer will be adjusted. After you are satisfied you
are maintaining a known constant speed through your runs, proceed as follows.
1) A Coarse adjustments may be necessary due to variations in hull shape and mounting limitations. The coarse
adjustment is made by turning the six-position selector switch at the rear of the case. Start with the switch in position
3 or 4. Increase the setting if the speedometer reads high or decrease the setting if the speedometer reads low.
2. For Fine adjustments remove the weather seal plug on the rear of the speedometer located in the hole marked
“ADJ”.
3. With the boat at the known speed, carefully vary the adjustment pot (through the hole in the case) with the tool
provided (5/64” Allen wrench) until your Faria Marine Instruments speedometer is in agreement with the boat’s
known speed. Turning the pot clockwise raises readings, counter clockwise lowers readings.
Note: For speedometers with the externally adjustable option, the knob on the dash takes the place of the internal
Fine adjustment pot.
Troubleshooting
Troubleshooting electronic speedometers can be accomplished in much the same way as troubleshooting a tachometer.
Refer to page 12 for general symptoms.
First be sure that the Speed Sensor is properly installed.
The sensor is to be mounted so that it is parallel to the water flow at the boat’s transom with the small “lip” of the
adjustable paddle wheel support hooked against the transom’s bottom.
Note: It may be necessary to tilt the paddle wheel deeper than parallel to increase high-speed sensitivity. The sensor
is adjustable for transoms with zero to 16 degrees aft rake. It is important that the sensor be mounted on the “up
wash” side of the prop. This is the Port side for a clockwise rotation and Starboard side for a counter-clockwise
rotation as viewed from aft. Ideally the sensor should be located 2 to 4 inches outside the swing of the prop and
away from any strakes or bottom features that may disturb the smooth flow of water to the paddle wheel.
Testing the Speed Sensor output.
Calibration: 152 HZ = 35 MPH (4.34 HZ / MPH)
Sensor wiring color codes: Black: Signal, Blue: Positive 12 VDC, Clear: Ground
Page 15
Test the sensor on the boat connected to the speedometer:
Note: You may not be able to spin the paddle wheel with the boat in the water.
1. Turn the key to the ON position to supply power to the instrument.
2. With the paddle wheel still.
Check the VDC Signal to Ground at the back of the speedometer, it should be a bit less than battery voltage. (For
example, with a battery voltage of 13 VDC at the rear of the speedometer, Signal to Ground voltage would be about
10 VDC). If the Signal to Ground reading is (Zero VDC) turn the paddle wheel slowly until you get a (10 VDC)
reading on the voltmeter. If you slowly turn the paddle wheel and get these alternating voltage readings the sensor is
good. If you slowly turn the paddle wheel and the voltage stays the same (10 VDC or Zero VDC), the sensor is bad.
3. Spin the paddle wheel. If the sensor is good: You will read about one half the Signal to Ground VDC or about
(5 VDC) with sensor spinning.
4. Spin the paddle wheel. If the sensor is bad: You will read the original Signal to Ground voltage, (10 VDC or Zero
VDC) with sensor spinning.
Page 16
Gauges - Miscellaneous
Operation
Gauges operate by sending a low amperage current through the gauge’s meter to ground via a sending unit with variable
resistance. The resistance of the sending units increase or decrease with the changes in pressure, temperature, tilt, etc. As
the sender’s resistance varies, the amount of current allowed to flow through it to ground changes and the meter deflects.
See Appendix I for gauge dimensions. Instrument part numbers are located on a label attached to the outside of the case
(i.e. GP0000A).
Troubleshooting
See Appendix VII for a quick reference troubleshooting guide.
Symptom:
A. Gauge appears to “stick” during operation: - Slightly loosen nuts holding hack clamp and check operation. If gauge
now operates properly and is not loose in panel, gauge now should provide suitable service. If gauge continues to stick
during operation -- replace gauge.
B. Gauge is inoperative:
1) To test for voltage to the gauge (use a 12 volt test light or voltmeter for testing):
a) Turn key switch to the ON position. Connect the test light or voltmeter lead to the ignition “I” terminal
of the gauge and the other lead to the ground “G” or “GND” terminal of the gauge. If test light lights or
approximately 12 volts is indicated on the test meter, the ignition and ground lead connections are good.
b) If test light does not light or there is no reading on the test voltmeter, check the positive 12 volt power
source at the key switch of fuse block. If power is available at those points, correct the lead problem or replace
any blown fuses.
c) If test light still does not light or voltmeter still shows no voltage, check ground lead and connections by
connecting one lead of test light or voltmeter to a known source of B(+) and the other lead to the ground
terminal of the gauge. If lamp lights or voltage is indicated on the voltmeter while touching the ground
terminal of the gauge, the ground connection to the gauge is good. If lamp does not light or voltmeter does
not show voltage, check ground connection to gauge, ground wire, and ground connection to ground source.
2) To test gauge operation and sending unit connections (after performing electrical checks above):
a) Turn key switch to the OFF position. Connect jumper lead between the “S” terminal and the “G” or “GND”
terminal of the gauge. Turn the key switch to the ON position. If the gauge registers a full scale reading under
those conditions, the gauge is good. If a less than full scale reading is indicated, the gauge is defective and
should be replaced.
Note: European resistance gauges will operate in reverse.
b) If no reading is indicated, remove the sending unit lead wire from the sending unit on the engine. Turn
the key switch to the “ON” position. Ground the sending unit lead wire to a good ground and note the gauge
reading. If the gauge registers a full scale reading, the sending unit may be defective.
Page 17
c) Remove the jumper lead. Remove the sending unit lead wire from the sending unit on the engine. Turn the
key switch to ON position. Ground the sending unit lead wire to a good ground and note the gauge reading.
If the gauge now (after grounding the sending unit lead wire) registers a full scale reading, the sending unit is
defective and should be replaced. See Appendix V & VI.
NOTE: Intermittent readings usually indicate loose connections or shorted wiring. Check all connections and
wiring if the above checks do not pin point a specific defect.
C. Gauge is Out of calibration - Disconnect sending unit lead wire from gauge. Connect ICSI resistance as shown in the
sending unit resistance value table (See Appendix V) between sender (S) terminal of the gauge and ground. Gauge should
indicate the approximate range indicated in chart. If the readings on the gauge do not match those on the table (gauge pegs
early or doesn’t read) and ohms resistance is correct as measured by an ohmmeter, gauge may not be correctly matched
to sender, or gauge is out of calibration.
D. Sending Unit is defective - Disconnect the sending unit lead from the gauge “sender” terminal. Using an ohmmeter,
test the sending unit resistance per the sending unit resistance value table (See Appendix VI). If sending unit shows “0”
ohms or open circuit, check the sending unit at the motor and/or wiring for defects.
Page 18
Gauges - Voltmeters
Operation
A voltmeter indicates the battery voltage and the general condition of the battery charging system. The meter requires
no warm-up and indicates voltage changes instantly. See Appendix I for gauge dimensions. Instrument part numbers are
located on a label attached to the outside of the case (i.e. VP0000A).
Troubleshooting
Symptom:
A. Gauge appears to “stick” during operation: - Slightly loosen the nuts holding the backclamp and check operation. If
gauge now operates properly and is not loose in panel, the gauge should provide suitable service. If the gauge continues
to stick during operation, replace gauge.
B. No voltage reading is noted on the voltmeter:
1. If the indications are normal (engine starts, lamp lights etc.) proceed with this test, otherwise, check the battery
voltage with a test voltmeter, or a 12 volt test light.
2. Check for voltage at voltmeter by connecting a test voltmeter or a 12 volt test light to “+” and to the terminals of
voltmeter; turn ignition switch on.
a) If the light does not light, or if the test voltmeter reads the same as the installed voltmeter, the problem is
in the battery charging system or wiring. See the manufacturers shop manual for trouble-shooting procedure.
b) If the test voltmeter indicates correct voltage; typically 14 volts with engine running and at least 12 volts
with no accessories on and engine off (see engine shop manual for details), then replace the voltmeter.
Page 19
Gauges - Ammeters
Operation
An ammeter indicates the current flow through the battery charging system. A “center zero” ammeter, during charging,
shows a (+) positive reading indicating current flowing to the battery (charge). A (-) negative reading indicates current
flowing away from the battery (discharge). See Appendix l for gauge dimensions. Instrument part numbers are located on
a label attached to the outside of the case (i.e. AP0000A).
Troubleshooting
Symptom
A. Ammeter appears to “stick” during operation - slightly loosen the nuts holding backclamp and check operation. If
the gauge now operates properly and is not loose in the panel, gauge now should provide suitable service. If the gauge
continues to stick during operation -- replace gauge.
B. The Ammeter reads ‘backward’ - shows (charge) with the engine off with a load on the battery and (discharge) with
the engine running. The Ammeter is installed incorrectly. Reverse the leads at the rear of the ammeter.
C. Ammeter does not read “charge” or “discharge” - Ammeter is dead (open circuit). Cheek for a bad connection in the
charging circuit that may have caused a surge of current burning out the ammeter. Replace the ammeter.
Page 20
Appendix
Page 21
Appendix I (Sheet 1 of 4)
Appendix I (Sheet 2 of 4)
Appendix I (Sheet 3 of 4)
Appendix I (Sheet 4 of 4)
Appendix II (Page 1)
Appendix II (Page 2)
Appendix III
Appendix IV
Outboard Tachometer
Applications
Make / Year
Model
# of Poles
12
20
8
Chrysler
1968 - 1983
Force
1984 - 1999
35 HP, 70 HP & up
55 & 60 HP
50 HP through early 1987 (A,B models)
35 HP (1986 & later)
40 HP (1991 & later)
50 HP (1992 B models & later)
Some older Force
70 HP (1991 & later)
engines are 20 pole
90 - 120 HP L-Drive (1991 B & later)
(see note f.)
145 HP L-Drive (1991 & later)
BF 75/100A, BF 8A, BF 9.9/15A HP
Honda
Through 2010
BF 25/30, BF 75/90 HP
Older tiller models
BF 40/50 (2006 and later)
BF 115 /130 HP
require Honda jumper
BF 135/150 HP, BF 200/225 HP
wire 32197-ZH8-003,
BF 40/50 HP require
BF 35/45, BF 40/50 HP (thru 2005)
06383-ZV5-315
BF 8D/9.9D, BF 15D/ 20D
Tach Kit (thru 2005)
(Includes Power Thrust Models)
18,25,48,60HP Mariner through 1983
Mercury/Mariner
1977 - 2010
8, 9.9, 15 and 25 HP (4 stroke)(after1998-2004)
(See note "e")
Less than 40 HP - All Before 1999
40 HP(serial # 582399 and before)
*Use Tach adapter
8, 9.9(Before 1999 and after 2005)& 50HP (4 stroke)
#17461A9
6 to 25 HP 1999 & up, *2002 & up
Service #17461T9
25 HP & 30 HP (4 stroke)
**Use Tach adapter
MM #17461A8 or A10 40 HP (after serial # 582399)
Service #56-883040A1 45 HP (1987), 50-60 HP (4 stroke EFI)
50 HP & above, ** 75, 90,115 HP (4 stroke EFI)
SmartCraft requires AGI 135, 150, 200, 225 HP, DI
converter for Analog
3.0L EFI 225 & 250 HP
Gauges.
Pro Max 3.0L 300 HP EFI
9.9 HP -15 HP 4 stroke after 2001
Evinrude/Johnson
All 2 cylinders less than 70 HP
1977 - 2010
for 88 HP {90} &
9.9 HP & 15 HP (2 cylinder) (4 stroke)
112 HP {115} a
25-35 HP 3 CYL
voltage reg. kit
40-50 HP, 2 cylinder (1993 & later)
is recommended.
60 HP, 3 cylinder (1985 & later)
A System Check Tach 70 HP & greater, including sea drives
or 2" gauge is required All FICHT models
All E-Tech 40 HP - 250 HP
Less than 55 HP - All, DT55, 2-Stroke Models
Suzuki
through 2010
60 HP, 65 HP thru 1985, DT 2-Stroke Models
A System Monitor Tach 50 - 60 HP Cabrea, DT 2-Stroke Models
or 2" gauge is required DF 2.5 through DF 15, DF 25 V(TWIN) 2006 & later
25 HP & 30 HP (1993 & later) DT 2-Stroke Models
55 HP & 65 HP (1985 & later) DT 2-Stroke Models
12
4
6
12
4
6
10
12
6
10
12
S250B and
V8 four stroke will not
support a conventional
tachometer.
e. TOHATSU recommends, when using
aftermarket tachs on TLDI engines, using
indictor light kit part number 3Y9762510 and
Harness 3T5710420. Strong alternator
interference on some TOHATSU / NISSAN
outboards and some pre 2001 Mercury 90HP
outboards may require wiring a .1mf, 100
volt non-polarized capacitor between the
signal and ground stud terminals.
4
7000 RPM Outboard Tach
6
12
(2 strokes) 8 HP, 9.8, 9.9, 15, 18, 25, 30, 40C, M40C or less (all 2 cylinder)
All TLDI 40 through 115
(2 strokes) M40D,40D2, 50D, 50D2, 70B and CM90A (all 3 cylinder)
(4 strokes) MFS20 or less
(2 strokes) 115 HP, 120 HP, 140 HP, M115A-M140A (all 4 cyl.)
(4 strokes) 8, 9.8, 9.9, 15, 18, 25 & 30 HP, EFI 25, 30, MFS25/30 (3 cyl)
6 HP - 25 HP (2 cyl '84-'87), F/T 9.9 ('85-'91)
C25 - C55 (2 cyl) Except C30 (2cyl '93-'97)
F/T 9.9 (MID '92 on), C30-C70 (3 cyl)
C30 (2 cyl '93-'97), 25 HP (3 cyl),
25 H P (2 cyl, '88-'05)
C/P/E 30-70, F8, F15, F20
F/T 25-F250, HPDI 150-300, 80-SX250
F/T 9.9 (early '92), C75-C150, P75-P200
V /V X 150-250, F15C/F20
IS0086R ECR 8085 12/2010
d. Older model outboards (prior to 1977)
may have the tach signal wire originating at
the ignition system though they are alternator
equipped. All alternator tachometers may be
used on these systems by disconnecting the
tach signal wire at the engine and connecting
that wire to the unrectified alternator signal at
the rectifier. Be certain the number of
alternator poles match the tachometer pole
setting of the tach.
f. Faria no longer makes a 20 pole tach.
75 HP and up (Cabrea ) DT 2-Stroke Models
115 HP and up (1988 & later), DT 2-Stroke Models
DF 40 through DF 250, (4 stroke) ALL
Yamaha
1984 - 2010
b. 7000 RPM & 8000 RPM tachs are for all
outboard motor applications only. 20 Pole
Tachs are no longer available.
c. Electrical pulses per revolution are equal
to 1/2 the number of alternator poles.
75 HP & up (1985 & later) DF 25 through DF 30 (3 Cyl Models), DT 2-Stroke Models
Tohatsu / Nissan
through 2010
(See note "e").
Notes:
a. 6000 RPM tachs are for Inboard & I/O gas
engine applications only
Appendix V
4
OB ALT SWITCH SETTING
1 - 4 POLE
2 - 6 POLE
3 - 8 POLE
4 - 10 POLE
5 - 12 POLE
SLIGHTLY DEPRESS WHILE TURNING
6
12
4
6
12
6000 RPM w/12 Pole option
ENG. CYL. SWITCH SETTING
1 - 4 CYL
2 - 6 CYL
3 - 8 CYL
4 - 12 POLE OB ALT
SLIGHTLY DEPRESS WHILE TURNING
Appendix VI
Appendix VII
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Faria Corporation
P.O. Box 983 - 385 Norwich-New London Turnpike
Uncasville, CT 06382, USA
860.848.9271